Elevator system



Dec. 11, 1928. 1,694,712

D. L. LINDQUIST ET AL ELEVATOR SYSTEM Original Filed May 21, 1925 12 Sheets-Sheet 1 Comm. PANEL 496 55 CONTROL PANEL ELEVATOR MASTER PNEL 3/6 Eusva-me "2 I ExcrrER Dmvms 5cm Mname Euvnmn "I 1 I can: Sun-cu 7 v 1 67 HAmvmY CM! Lzvzuus p Lzvzuus Cams TE u DoaRLacx lawn: 5% an m DIREcmR Swncn DIRECT DIRECTOR 5mm! 87 HATCHWAY Can 665 747 U LEVEL/N6 If] Lzgtgs DOOR g TERMINAL I FLOOR 57W [ET-100R 5 g V 41 I v M fl INVENTORS 51 W ATTORNEY D. L. LINDQUIST ET AL Dec. 1 l, 1928.

ELEVATOR SYSTEM Original Filed May 1925 12 Sheets-Sheet 2 Dec. 11, 1928. 1,694,712

D. L. LINDQUIST Er AL ELEVATOR SYSTEM Original Filed May 21. 1925 12 Sheets-Sheet 3 BY ATTORNEY Dec. 11, 1928. 1,694,712

D. L. LINDQUIST ET AL ELEVATOR SYSTEM Original Filed May 21, 1925 12 Sheets-Sheet 4 I46 11%;! L- IMLJ. H 9 W L raw mvsmons 4 M Q. LM

ATTO R NEY Dec. 11, 1928. 1,694,712 D. L. LINDQUIST ETAL ELEVATOR SYSTEM Original Filed llay 21, 1925 12 Sheets-Sheet 5 li 1Z7 Li iii W 70mm,

Dec 11, 1928.

1,694,712 D. L. LINDQUIST EI'AL ELEVATOR SYSTEM Original Filed May 21, 1925 12 Sheets-Sheet 6 m: A Q! L BY ATTORNEY Dec. 11, 1928.

D. L. LINDQUIST ET AL ELEVATOR SYSTEM Original Filed May 21, 1925 12 Sheets-Sheet 7 4M2 c.LM

INVENTORS Dec. 11, 1928. 1,694,712

D. L. LINDQUIST ET AL ELEVATOR SYSTEM Original Filed y 21. 1925 i2 Shets-Sheet 8 UN! UHZ 0/12 ATTORNEY Dec. 11, 1928.

D. .1... LINDQUIST ET AL ELEVATOR SYSTEI Original Fil ed May 21,1925 12 Sheets-Sheet 9 41M Li. I

W Lffiw mvcu-rons (M c- LM ATTORNEY Dec. 11, 1928. 1,694,712

D. 1.. LINDQUIST El AL ELEVATOR SYSTEM Original Filed May 21, 1925 12 Sheets-Sheet ll 3M C. LM

V ,ATTORNCY Dev. 11, 1928. 1,694,712

- D. L. LINDQUIST El AL ELEVATOR SYSTEM Original Filed May 21, 1925 1.2 Sheets-Sheet 12 5ELECTOR ATTORNEY Patenie d Dec. 11, 1928.

" UNITED STATES, PATENT ol-rlca.

DAVID L. LINDQUIST, OF HARTSDALE, NEW YORK; EDWARD L, DUNN, OF EAST ORANGE, NEW JERSEY; AND DAVID C. LARSON, OF YONKEBS, NEW YORK, AS- 'SIGNORS TO OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A COB- PORTION OF NEW JERSEY.

ELEVATOR SYSTEM Original application illed Kay 21, 1925, Serial No 81,953. Divided and this application flied November 7,

L 1925. Serial No. 67,589.

This application is a division of application Serial No. 31,953, filed May 21, 1925.

The invention relates to electric elevator systems, particularly systems of the automatic push button type.

One feature of the invention is to cause a push button controlled elevator car to stop automatically to pick up prospective passengers desired to be carried in the direction in which the car is traveling.

Another feature is to have one car of a bank of elevators bear the brunt of the service when the demand is light and to cause other cars to go into operatlon automatically as the demand for service increases.

A third feature involves the stopping of only one car at a floor in response tothe.

pushing of a button by a prospective passenger when several cars are in operation.

A fourth feature resides in causing at least one car to continue in operation until respouse is had to all buttons pushed.

A fifth feature is to cause the cars to return to selected floors after response is had to all push buttons operated.

Other features and advantages will become apparent from the following description, taken in connection with the accompanying drawings wherein one embodiment of the invention is illustrated and in which:

Figure 1 is a simplified schematic representation of'two elevators, as illustrative of a group of elevators in a bank;

Figure 2 is a front elevation of the director switch with the cover plate removed;

Figure 3 is a view, partly in elevation and partly in section, taken along line 3-3 of igure 2; v

Figure 4 is a view in horizontal section, with parts broken away, taken along the line 44 of Figure 2; Y

Figure 5 is a front elevation of the director switch reversing mechanism;

Figure 6 is a plan view of the same;

Figure 7 is a detail, partly in section, of a cam operated switch; 2 V

Figure 8 is a detail in section, taken along line 88 of Figure 5, of aportionof the connecting rod of the director switch reversing mechanism;

line 14-14, of Figure 11, of a brush and contact in engagement;

Figure 15 is a fragmental view of the arrangement of the pawl magnet limit switches and operating cam;

Figure 16 is a front elevation of a floor switc 1;

Figure 17 is-a side elevation of the same;

Figure 18 is a diagrammatic representation of the arrangement of the switches mounted on the master panel;

Figure 19 is a view in section, taken along the line 1919 of Figure 20, of the time switch;

Figure 20 is a view in section taken along line 2020 of Figure 19, with the, motor omitted;

Figure 21 is a view in section, taken along line 2121 of Figure 19;

Figure 22 is a diagrammatic representation of the control panel showing particularly the relation of the coils and contacts of various control switches;

Figure 23 is a simplified diagram of the power and control system used for each elevator; and v Figure 24 is a simplified diagram, extended from Figure 23, of the push button control system for two elevators, as illustrative of a group.

For a general understanding of theinvention, reference may be had to Figure 1 wherein various parts of the system are indicated by legend. Referring particularly to the left half of the figure wherein the parts for one elevator, hereinafter to be known as Elevator No. 1, are represented, the car is driven by the elevator motor. Thismotor receives its power from the generator of a motorgenerator set, the voltage of the generator being controlled by various electromagnetic switches mounted on the control panel. An exciter, for supplying current to the generator and elevator motor fields and certain of the control circuits, is driven by the motor of the motor generator-set.

The direction of travel of the car is determined by the directorswitch. Director switch hatchway cams are arranged at the terminal floors for moving the director switch into neutral position-to stop the car. The director switch motor moves the director switch from nedutral into reversed position. The car is stopped at the intermediate floors by the selector machine. The door lock cam motor is provided for controlling the locking and unlocking of the well doors. A leveling switch and leveling cams may be provided for causing the car to be brought to the landing in the event that an exact stop has not been made.

A director switch motor switch is provided in the car for reversing the direction of travel of the car when occasion demands it. A safety switch also is provided in the car for stopping the car in the event of an emergency.

The other elevators in a group, as indicated by Elevator No. 2, are arranged in an identical manner. Up and down push buttons, common to all the elevators, are arranged at the intermediate floors. An up push button is arranged at the bottom floor and a down'push button at the top floor, these buttons also being common to all the elevators. These push buttons, to be known as hall buttons, are for causing the cars to start in accordance with a predetermined arrangement and, if started, for causing the selector machines to stop their respective cars at the landings.

Each elevator car is provided with an independent set of push buttons, one button being provided for each floor. These push buttons, to be known as car buttons, are for causing the respective cars to start and, if started, for causing the selector machines to stop their respective cars at the landings. The car buttons for each car may also affect the operation of the other cars in accordance with a predetermined arrangement.

The hall buttons and car buttons are preferably arranged to act through floor switches mounted on the master panel.

The system will be described as applied' to a ten floor installation. It is to be understood, however, that the system may be arranged for any number of floors, ten being chosen merely .for purposes of description. The director switch, selector machine, floor switches and a time switch will be described for Elevator No. 1, it being understood that these devices are identical for all the elevators of a group.

Referring to Figures 2, 3 and 4, the details as a whole by numeral 30, is enclosed in a suitable casing 31 and casing cover plate 32.

The casing is provided with brackets 33 and bosses 34 arranged for mounting the switch 9n the elevator car frame 129, as illustrated in Figures 5 and 6. Within the casing and secured, as by screws, to a plurality of bosses 35 extending from the casing base 36 is an annular contact support 37. This support has two arcuate slots 38 and 40 in which a plurality of insulating contact bases 41 are ad ustably mounted. Suitable spring contacts are secured to these bases, contacts 43 and 42 controlling the circuits for the actuating oils of the up and down direction switches respectively, and contacts 44, 45, 46 and 47 controlling the circuits for the actuating coils of the accelerating switches. Two feed contacts 48 and 50, similar in construction to the control contacts, are mounted on a support 51 of insulating material. This support, along with an intervening insulating strip 52, is secured to an arcuate boss 53 formed on the contact support 37.

Segment 54, for bridging the above mentioned contacts, comprises an arcuate channel member, formed of an outer flanged por tion 55, inner flanged portion 56 and connecting web 57, and a supporting arm 58. The outer flange 55 is arranged for bridging either set of control contacts 42, 44 and 45 or 43, 46 and 47 while the inner flange 56 is arranged to engage either feed contact 48 or 50. It will be observed that a circuit may thus be completed from either feed contact to the corresponding set of control cont-acts. Oil wipers 60 and 61 are mounted on insulating support 51 to engage the contact surfaces of flanges 55 and 56 respectively. The supporting arm 58 is mounted on shaft 62 between two insulating plates 63 and 64. A projection 65 on plate 64 extends through an aperture 66 in supporting arm 58 into a recess formed in plate 63. Shaft 62 extends through an inner aperture 67 formed in projection 65 and through plate 63. Two other projections 68 are formed on plate 64 and are disposed diametrically opposite the projection 65., These latter projections are similarly arranged to extend through apertures in supporting arm 58 into recesses in plate .63. A sleeve 70, arranged on shaft 62 is formed with a flange 71 adjacent to plate 63. Flange 71, plate63 and projections 68 are apcrtured to receive studs 72. Nuts 7 3 on the threaded ends of these studs, clamp the supporting arm 58, plates 63 and 64 and a separatin washer 74 against the flange 71. It will, e observed that with this arrangement the segment 54 is completely insulated from the flange 71 and shaft 62. A pinion 75 is arranged on shaft 62 in abutting relation with the end of sleeve 70. The pinion, sleeve and segment are held in'assembled relation against a shoulder 76,, formed on shaft 62,- by means of a nut 77 and locking pin 79. A key 80, mounted in a keyway in shaft 62, forms a driving connectlon between inion 75 and sleeve 70, while the flange 71 and studs 72 form an operating connection between sleeve and segment 54.

Pinion 75 is driven by means of a segmental gear 81. This gear is mounted on the inner end of a driving shaft 82, being secured thereto as by means of a through bolt 83. Shaft 82 extends through its supportin bearing 84 to the outside of the casing. 11 operating arm 85 is mounted on the outer end of shaft 82, being similarly secured thereto as by means of another through bolt 83. A. roller 86, for engaging the director switch hatchway cams 87 (see Figure 1) is mounted on the free end of operating arm 85. Another operating arm 88 and a cam supporting segment 90 are mounted on the shaft 82 between the operating arm 85 and the bearing 84. One end of a connecting rod 91 is pivotally secured, as by pin 92, to the free end of operating arm 88. The other end of connectin rod 91 is secured to the director switch reversing mechanism as will be described later.

Shaft 62 also extends through its supporting bearing 93 tothe outside of the casing, the other end of the shaft being formed with a positioning flange 94. Within the casing, two friction plates 95 and 96 are mounted on sleeve 70, the sleeve being square in cross section to form a driving connection. These friction plates cooperate with a stationary annular disc 97 to maintain the director switch in the position into which it has been moved. The annular disc 97 is provided with apertured lugs 98.- Projections 100, extending from base 36, fit into the apertures of the lugs'98 to hold disc 97 against turnin Friction plate 95, arranged on one side of the disc 97, abuts against pinion 75. Friction plate 96 is forced against the other side of the disc, and the disc against friction plate 95, by means of springs 101 mounted on the studs 72. These studs extend into apertures 102 formed in friction plate 96.

Adjustable abutment screws 103, mounted in the sides of the casing 31, determine the limits of movement of the segmental gear 81. These screws form stops to prevent the disengagement of the contacts and bridging segment 54 by extreme movement of the segmental gear in either direction. A suitable opening 104 is provided in the casing 31 for the various conductors leading to and from the director switch contacts.

A pair of switches 105 and 106, indentical in construction, are secured to the outside of the casing base 36. as indicated mostclearly in Figure 5. Each switch is provided with an operating roller 107 disposed in the path of inovement of cams 108 mounted on segment 90. Each cam 108 is adjustably secured to the segn'lent as by means of screws 109.

' Referring to Figure 7, the details of one of the switches 105, 106 will bedescribed. The contact holder 110 for the stationary contact 111 is mounted on a frame 112, of insulating material. The frame 112, comprises two side members 113 (one of the sides not being shown in order that the switch may be more clearly illustrated) and a connecting web 114. The stem 115 of the contact holder extends through the web 114, its extended end being provided with nuts 116 for securing the holder to the frame and for securing the terminal cli of a. conductor. The movable contact 117 for engaging the stationary cont-act is carried by an operating arm 118. The arm 118 is pivotally mounted, as by apin 120, on a bracket 121. Bracket 121 is provided with a stud 122 which extends through the web 11.4 and which is provided with nuts 116 for securing the bracket to the frame 102 and for securing the terminal clip of a. conductor. Beyond its pivot point the operating arm 118 is formed with two lugs 123 between which extends a pin 124 for pivotally supporting the roller 107. A spring 125, tending to bias the switch to closed position, extends between sprin seats, one seat being formed on the exten ed portion of the operating arm 118 and one on the bracket 121. Apertures 126 are provided for receiving the mounting screws. Thus upon a cam 108 moving under the roller 107, the operating arm 118 is rocked counter-clockwise about its pivot causing the separation of the contacts 111 and 117 and the compression of s ring 125. As the cam moves off the roller t e spring rocks the operating arm clockwise causing the reengagement of the contacts.

Referring to Figures 5 and'6, the preferred form of director switch reversing mechanism will be described. The director switch motor 127 is mounted on a support 128 secured to the car frame 129. One end of the motor shaft has secured thereto a pinion 130. The motor operates a segmental gear 131 through pinion 130, the segmental gear being pivot-ally supported by a bracket 132 depending from support 128. The segmental gear 131 in turn operates the director switch through the connecting rod 91 and arm 88. The connecting rod 91 comprises an end piece 133, pivotally mounted on a pin 134 provided on the segmental gear 131, a rod 135, bufi'er spring 136, and buffer spring yoke 137. As illustrated in Figure 8, a. threaded bushing 138 is adjustably mounted in one end of yoke 137, a nut 140 being provided for locking the bushing in adjusted position. The rod extends slidably through the bushing, the free end of the rod being reduced in diameter to form a. shoulder. A piston 141 is secured to the extreme end of rod 135 and. is arranged to slide in the cylinder 142 formed in the yoke 137. The buffer spring 136 is disposed in an opening 143 provided in the yoke 137 and extends between washers abutting against the shoulder on rod 135 and the shoulder formed by the piston 141. The purpose of this arran 'ement is to absorb any shocks caused by sudden movement of either the director switch motor or operating arm 88 as will be seen from later description.

It will be noted, upon reference to Figure 1, that the bottom floor hatchway cam 87 extends up the hatchway so as to engage the director switch ,roller 86 with the car quite a distance from the terminal landin the distance depending upon the particu ar installation. During downward movement of the car, the initial engagement of the cam and roller causes the director switch to be moved into a position to cause a reduction in the speed of the car. From this point of engagement, the cam 87 slopes gradually to the left down to the point where it moves the director switch to neutral position. From this latter point, the cam is vertical, the director switch being moved into reversed position by the director switch motor 127 as will be described later. The cam at the top floor is identical in construction but reversed so as to move the director switch from up position into neutral position.

In operation, assume that the director switch is in down position, as indicated by roller 86 and operating arm 85 in broken lines, Figures 2 and 5, and in full lines in Figure 6, it being noted that the rear view of the director switch is illustrated in Figure 5. In this position, flange 55 bridges control contacts 42, 44 and 45 and flange 56 engages feed contact 48. As the car approaches the bottom floor, roller 86, engaging cam 87, is carried gradually to the left. The initial movement of arm 88, due to the engagement of the cam and roller, causes the yoke 137 to slide to the left on the rod 135 and piston 141, the portion of the yoke forming the right end of opening 143 acting through the washer to compress the spring 136 against the shoulder formed on rod 135. By employing the initial force to compress the spring in this man r, the inertia of the parts of the revers' g mechanism is gradually overcome and/the movement of arm 88 is transmitted to/the director switch motor through segmental gear 131 without strain. As a result of the initial movement of roller arm 85, the segmental gear 81 rotates segment 54 in a counter-clockwise direction. In this manner the circuits controlled by contacts 45, 44 and 42 are broken in the order of the contacts named. As the rollerarm is moved into neutral position flange 56 moves off teed contact 48. Motor 127 is energized, in a manner to be described later, to move the director switch from neutral into up position. The initial movement of the segmental gear 131 caused by the rotation of motor 127 causes the rod 135 and piston 141 to sl de to the left in the yoke 137, the piston acting through the washer to compress spring 136 against the inner end ofthe bushing 138. In this manner the movement of the motor 127 is similarly transmitted to the director switch without strain. Thus as the director switch is moved into n position, similarly indicated by broken ines in Figures 2 and 5, segment 54 is caused to engage contacts 50, 43, 46 and 47, preparing the control circuits for up operations of the car. The friction plates 95 and 96 and disc 97 permit the movement of the segment 54 but, after the reversing operation, hold it in reversed position. Under normal operation, therefore, the segment 54 remains in up position until similarly but oppositely moved b the hatchway cam 87 and motor 127 at t e top floor into down position. Again, the friction plates and disc maintain the switch in this last moved position. Thus the director switch is normally in one of its on positions.

The director switch motor is deenergized, upon the completion of each reversal of the director switch, by the opening of either switch 105 or switch 106, depending on the position into which the director switch is moved. As previously explained, these switches are opened by the engagement of their operating rollers 107 and the cams 108. lVith the director switch in one of its reversed positions, the corresponding switch 105 or 106 is maintained opcn by its cam 108,

as illustrated for switch in Figure 5. As

will be described in conjunction with the description of operation of the system as (a whole, means are provided for causing the motor 127 to reverse the director switch at any point at will. It is to be noted, however, that the director switch cannot be reversed into its former position at the terminal landings due to the fact that the vertically extending portions of thehatchway cams 87 act as stops. The selector machine may be arranged to cause the motor 127 to reverse the director switch at any floor as will be described later.

Reference may now be had to Figures 9 to 11 inclusive which illustrate the various details of a preferred form of selector machine. This machine, designated as a whole by the numeral 145, comprises a frame formed by a base member 146, four standards 147, 148, 150 and 151 and a top member 152. The standards are secured in sockets formed in bosses 153 on base member 146 and sockets formed in bosses 154 on top member 152. Eight switches are provided on the machine, namely, the up selector first slowdown switch 155, second slow-down switch 156, stop switch 157 and door lock control switch 158, and the down selector first slowdown switch 160, second slow-down switch 161, stop switch 162 and door lock control switch 163.

Referring particularly to Figure 9, the up Saleem switches 155, 15c, 15? and 15s are mounted on a bracket 164 secured to top mem ber 1.52 as by bolts. Each switch comprises 'a stationar contact 165 and a movable contact 166. These contacts may be of any well known construction. The stationary con taots are mounted on an insulating contact plate 167 supported by the bracket 164. Each stationary contactis provided with nuts 168 for securing the contact to the contact plate and for connecting the respective switch in the system. Each movable contact is mounted in an arm 170 of a contact lever, lever 171 being for the first slow-down switch, lever 172 being for the second slow-down switch, lever 173 being for the stop switch and lever 174 being for the door lock control switch. With the switches in closed positions, each movable contact is pressed into engagement with its corresponding stationary contact by means of a spring 175. Each movablecontact is insulated from its contact lever and is connected, as, by a flexible conductor 176, to a corresponding binding post 177 on contact plate 167. -All the contact levers are pivotally mounted on a pin 178 supported by arms 180 depending from bracket 164. The other arm 181 of each lever is enlarged to form a weight. Each weight acts as a bias tending to move its res ective switch to closed position. Also pivota ly mounted on pin 178, preferably between contact levers 1.72 and 173, lsa bell crank lever 182. The vertical arm 183 of the bell crank lever is T shaped, the cross member 184 of the T being provided with lugs 189 which extend into the paths of the contact levers. Abutment screws 185, 186, 187 and 188, adjustably mounted in the arms 170 of contact levers 171, 172, 173 and 174 respectively, are arranged for engagement by the lugs189 during the operation of the switches. The abutmentscrews are preferably adjusted so that first screw 185, then screw 186 and then screws 187 and 188 are engaged by the corresponding lugs 189 on the cross member 184 to cause the consecutive opening in the order named of the first slow-down switch 155, the second slow-down switch 156 and then simultaneously the stop switch 157 and door lock control switch 158 respectively. It is to be understood that refinements of adjustments may be made to suit the 0 crating conditions of the articular instal ation. A socket 190 is pivotally mounted on the horizontal arm 191 of hell crank lever 182. A vertical tube 192 is secured in socket 190, as by means of a pin 193. This tube, extends into and is similarly secured in' another socket 194. The socket 194 is pivotally mounted on the horizontal arm 195 of a bell crank lever 196. Bell crank crank levers 182' and. 196.

lever 196is pivot-ally mounted between sup- 157 and 158, above described, and are s an 7 larly mounted on bracket 198. The mesh cal construction of the closing mechanism similar. The horizontal arm 200 of the top bell-crank lever 201 and the horizontal arm 202 of the bottom bell crank lever 203, how

ever, extend to the left instead of to the right as do the corresponding arms of hell Thus to open switches 155, 156, 157 and 158, tube 192 must move in the up direction as indicated, while to open switches 160, 161, 162 and 163, tube 204, extending between levers 201 and 203,

must move in the down direction. The de pending arms 205 of the bottom bell crank levers 196 and 203 are joined by means of a cross rod 206. With the cross rod connection, tube 192 must be pulled in the u direction in order to effect the downwar movement of tube 204 and, conversely, tube 204 must be pulled in the up direction in order to efi'ect the downward movement of tube 192. Thus the weight of one tube is counterbalancedby the weight of the other. An adjustable screw stop 207 extends through a connecting web 208 for supports 197 into abutting relation with end piece 210 provided. on cross rod 206. A weight 211, provided in the lower end of tube 192, serves to unbalance tubes 192 and 204 and acts as a bias tending to maintain the switch opening mechanism in normal position, i. e., the position in which end piece 210 engages screw stop 207. The screw 207 is so adjusted that, with the switch opening mechanism in normal position, theselector switches will be free to return to closed positions. A preferred form of mechanism for causing the operation of the switches will now be described.

Referring to Figure 1, the selector machine is driven preferably by means of two steel tapes 212 and 213 attached to the car. Tape 212 extends from the top of the car to an overhead sheave 214 around which it is wound in a manner similar to the winding of a measurin tape. The other tape 213 extends from theiottom of the car around a tension sheave 215 and then up to a second overhead sheave 216 upon which it is similarly but oppositely wound. These overhead sheaves are keyed to the operating shaft 217 of the automatic floor stop machine, one tape winding up as the other unwinds in the driving operation. This silent drive is as sitive as a sprocket chain and is unaffected y slidingcor stretching ropeseferring again to' Figure 9, the base mem-' her 146 is formed with a centrally disposed pedestal 218. This pedestal and the boss 153,

for standard 147 are arranged to provide bearings 220 and 221 respectively for the shaft 217. The pedestal 218 is further arranged to receive a vertical bearing 222 and to sup ort a ball thrust bearing 223 for screw 224. is screw extendshvertically intd a bearing 225 formed in the top member 152. A beveled gear 226 is secured, as by in 227, to the lower end of screw 224. other beveled gear 228, engaging gear 226 in a driving relation, is secured, as bypin 230, to operatmg shaft 217. Operative engagement between the beveled gears is maintained by positioning collars 231 secured on shaft 217. A crosshead, comprising a forked end 232, a nut 233 and frame 234 extending therebetween, is arr'an ed to be driven by screw 224. The forked en 232 engages a vertically extending bar 235 to form a guide for the crosshead. Bar 235 is secured to lugs 236 and 237 formed on base member 146 and to member 152 respectively. A pawl magnet rame 238 is carried by the crosshead nut 233, being secured thereto as by bolts. Frame 238 is arranged to receive the pawl magnet 240. The pawl magnet comprises a coil 241 and central core 242. Non-magnetic plates 243, positioned at each end of the pawl magnet are secured to the frame 238 as by means of through bolts 244. These plates form a\ mounting for the pawl magnet, being provided with recesses 245 into which the core 242 extends. The pawl magnet armatures 246 and 247 are pivotally mounted, as by means of pins 248, on arms 250 extending outwardly in opposite directions from the top and bottom of frame 238. The non-magnetic plates 243 further serve as spacing members to prevent armatures 246 and 247 from being held in by residual magnetism. Armature 246 extends inwardly from its pivot point to form an arm 251. The end of arm 251 is bifurcated to slidably engage a sleeve 252, the sleeve being mounted on a pin 253 secured in frame 238. A spring 254 is arranged on pin 253 above the sleeve in such manner as to be compressed by arm 251 when the armature is drawn in by pawl magnet 240. Between its end and pivot point, the arm is enlarged to form a weight 255. Spring 254 and weight 255 act to move the armature into unattracted position when the awl magnet coil 241 is deenergized, the spring acting to give rapid initial movement. An adjusting screw 256, provided in arm 251, engages frame arm 250 to determine the amount of outward movement of the armature. Armature 247 is similarly arranged with an arm, slot, pin, spring and adjusting screw but is reversed. Thus its weight 257, in order to function properly, extends outwardly from the pivot point. Pawls 258 and 260 are secured, as by screws, to armatures 246 and 247 respectively, pawl 260 being reversed to correspond with its armature. These pawls,

ton will be described later.

with armatures 246 and 247 in unattracted position, are arran ed to engage stopping collars 261 provide on tubes 192 8.110 204. Each tube is provided with nine of these stotpping collars, tube 192 with collars for 0 second to the tenth floors inclusive for operative engagement by awl 260 to sto in the up direction and tu e 204 with co ars for the ninth to the first floors inclusive for operative en agement b pawl 258 to stop in the down irection. ach collar 261 may be formed with a U bolt 262 and clamping plate 263 so as to be readily adjustable.

Ill

The selector first slow-down switches 155 y and 160 are arranged-in the circuits for the actuating coils of second and third accelerating switches. The selector second slowdown switches 156 and 161 are arranged in the circuits for the actuating coil of the first acceleratin switch. The selector stop switches 15 and 162 are arranged in the cir cuits for the actuating coils of the up and down direction switches respectively. The selector door lock control switches 158 and 163 are arranged in parallel relation in the circuit for the actuating coil of the cam motor switch. These circuits are clearly shown in the diagram in Figure 23, reference to which will be had later.

In operation, assume that the car is at the first floor as a home station and that, for example, the seventh floor car button has been pushed. The car, therefore, starts in the up direction. The manner in which the car is started in response to the pushing of a but- The selector machine operating shaft 217, driven by means of the steel tapes in the manner previously described, rotates screw 224 through beveled gears 228 and 226. The crosshead nut 233, therefore, is driven upwardly by screw 224 in proportion to the movement of the elevator car. Pawl magnet coil 241 being energized while the car is running, the pawl magnet armatures 246 and 247 are in their attracted positions and the pawls 258 and 260 do not engage the stopping collars. As the car reaches the seventh floor stop ping zone, due to the fact that the seventh floor car button has beenv ushed, the pawl magnet coil 241 is deenergized. The operation of effecting the energization and deenergization of the pawl magnet will be described later. Pawls 258 and 260 are now forced out into their unattracted or stop positions by the armature weights and springs. This is the position illustrated in Figure 9. As the cross head is driven farther in the up direction, pawl 260 engages the seventh floor stopping collar 261 on tube 192. The tube 192 is then moved in the up direction with the crosshead, operating bell crank lever 182 to open the first slow-down switch 155, the second slow-down switch 156 and the stop switch 157 and door lock control switch 158 all in the order named. The car,iand therefore the crosshead, is then brought to a stop in a manner to be described later. It will be noted that the bell crank levers 182and 196 collar 261 to the left.

are moved counterclockwise about their pivots, during the switch opening, operation, moving tube 192 and consequently stopping Thus, i1 there is era cessive movement of the crosshead due to the fact that the car has not been stopped, no injury to the selector machine results because the stopping collar is finally with drawn from operative engagement with the pawl by the movement of the 1evers. The back surface 264 of each pawl is so inclined that, for example in the above operation, as the back surface of pawl 258 strikes a stopping collar, the pawl slides over the collar without. operative engagement, Selector switches 160, 161, 162 and 163 are opened, due to the connection between tubes 192 and 204, at the same time that switches 155, 156, 157 and 158 are opened. As the control circuits in which switches 160, 161, 162 and 163 are included are broken,'due to the fact that the director switch is in up position, the openT .ing of these switches is without effect at this time.

The selector switches are held in open position until the pawl magnet coil 241 is again energized. When this coil is energized, pawl 260 is withdrawn from operative engagement with the. seventh floor stopping collar. Weight 211 then acts to move tube 192 downwardly and tube 204 upwardly until stopped by the engagement of screw sto 207 and cross rod end piece 210. Bell cranl: levers 182 and 201 are thus moved out of operative engagement with the abutment screws, permitting the"selector switches to close.

Referring nowmore particularly to Figures 10 and 11, a plurality of bars 265 of insulating material are arranged between standards 150 and 151 to form mountings for the selector; machine stationary contacts. Both of these standards are provided with a plurality of adjustable collars 266, the corresponding collars on each standard being arranged in horizontal alignment to support the insulating bars 265.

The stationary contacts are arranged on the bars 265 in columns, designated as follows: 267, down hall stop contacts; 268, up hall stop contacts; 270, car'stop contacts; and 271, reversing contacts. The stationary contacts are secured to the insulator bars'265 as by bolts 272. These bolts also secure insulating plates 273 on top of the stop contacts. Both up and down hall stop contacts and car stop contacts are provided for all the intermediate floors. The top floor down hall stop contact and bottom floor up hall stop contact ma be omitted as no engagement is made with them during normal operation. Reversing contacts are arranged only for the first and tenth floors.

The selector machine 18 provided also with moving contacts or brushes for engaging the ing the car stop contacts in column 270. A

single brush is provided for en aging the stationary contacts in the other columns; 280 being the down hall stop brush for engaging the contacts in column 267, 281 being the up hall stop brush for engaging the contacts in column 268, and 282 being the re versing brush for engaging the contacts in column 271. The system is arranged so that. of the stop brushes, only the up car stpp and hall stop brushes are alive during up motion of the car and only the down car stop and hall stop brushes are alive? during down motion of the car. The brushes are identical in construction, the details of one of the brushes being illustrated in Figures 12 and 13.

Referring to Figures 12 and 13, the brush contact pieces 283 are pivotally mounted in the brush frame 284,-as by means of a pin 285 supported by the frame arms 286. The brush contact pieces are preferably provided with slots 287, through'which the pivot pin 285 extends, so as to permit their longitudinal as well as pivotal movement. Lbngitudi nal recesses 288 are formed in the brush contact pieces to receive springs 290. These springs abut yieldingly against pivot pin 285, tending to maintaln the contact pieces in their outer position. The frame arms 286 and washer 291 close slots 287 to mantain the springs 290-in position. v

A centering blade 292 for the brush cont-act pieces is loosely mounted on-guide bushing 293. The bushing 293, along with a washer 294, is secured to theyoke 295 of the brush frame 284, as by means of a screw296. A compression spring 297 is mounted on bushing 293 between centering blade 292 and washer 294. The outer end of the centering blade is bent in such manner as to form continuous engagement with the elongated surfaces of the contact pieces. Thus, when the brushes are not in engagement with a stationary contact, the centering blade tends to maintain the brush contact pieces in central position. Upon engagement of the brush and a stationary contact however, the con tact pieces are rocked-about their pivot in 285, moving the outer end of the centering blade to the left, as viewed in Figure 13,

against the force of compression spring 297. It will be observed that the centering blade acts as a lever, slidably pivoted against yoke 295, further to compress the spring 297 during this operation. Thus, as the brush leaves the contact pieces in either direction about their pivot pin. In Figure 14, the up hall stop brush 281 is illustrated in rocked position in engagement with a stationary stdp contact. The reversing brush 282 assumes a similar rocked position when in engagement with one of its stationary contacts.

Referring to Figures 11 and 15, a pair of switches, 300 for the top floor and 301 for the bottom floor, are mounted on standard 148, the switches being of the same construction as the switch illustrated in Figure 7. Each switch is mounted on a plate 302 by means of through bolts 303. Each plate is adjustably secured to the standard 148 by means of a U bolt 304. A cam 305 for engaging the rollers 107 of the switches is secured, as by screws, to a prong 306 of the forked end 232 of the crossh'ead. The switches 300 and 301 serve as limit switches to cause the deenergization of the pawl magnet upon the car reaching the terminal landings as will be described later.

In operation, assume that the car has started from the first floor in response to the third floor hall button. As the car moves in the up direction, the crosshead, and therefore the cam 305, brushes 277, 278, 280, 281 and 282 and pawl magnet 240, is moved upwardly in proportion to the movement of the elevator car, as has previously been explained. If the up second floor hall button has not been pushed, the up second floor hallstop contact is dead so that the contact pieces for the up hall stop brush 281 strike the insulating bar 265, rock and sweep across the contact without completing a circuit. As a result of the up third floor hall button having been pushed, the hall stop contact 310 in column 268 is rendered alive. Thus as the brush contact pieces of brush 281 sweep across contact 310, a circuit is completed for causing the deenergization of the pawl magnet coil. The position of the stopping collars 261 relative to the position of the stationary stop contacts is such that, for example in the case assumed, pawl 260 is released below the third floor collar on tube 192. As the car continues its movement, the selector switches are opened in the manner previously described, causing the car to slow down and stop at the third floor landing. The stop brush is carried past the stationary contact so that with the car at rest ata floor the relative position of the stop brushes and contacts is as illustrated in Figure 24.

11"; no other buttons have been pushed, the

the com 305 engages the operating roller 107' for switch 300. The switch 300 opens, deenergizing the pawl magnet coil 24-1. The

selector switches, therefore, are 0 ned in the manner previously described though the selector machine may act to stop the car at the terminal landings, it is preferred to employ the director switch for this purpose. The stop is insured, however, by the 0 ning of the selector switches. Before t e car reaches the tenth floor landing, brush 282 engages reversin contact 312, preparing a circuit for the irector switch motor. This circuit is completed by one of the control switches during the sto pin operation and the motor then moves the director switch from neutral position, where it has been moved by the hatchway cam 87, into reversed position. As the director switch is moved into down position, the car starts in the down direction. If no buttons have been pushed, the car returns to the first floor, it having been assumed that the first floor is the home station, where it is again stopped and where the director switch is again reversed.

The reversing contacts are preferably made longer than the stop contacts to insure their engagement by brush 282 when the control switches operate to complete the circuit for the director switch motor, these contacts and brush 282 being positioned so as to remain in engagement with the car at rest at the floor. The stop contacts are made short in order to prevent response to late operation of a car or ball button. Otherwise the pawl when released in response to the late operation of a push button mi ht not engage the stopping collar for the 001' for which the button was ,pushed and would then cause a false stop at the next floor. The brushes are caused to rock and sweep across their corresponding contacts in order to insure positive engagement.

When the car is stopped at a terminal landing, for example floor ten, those brush contact pieces which are in engagement with contacts are in a counter-clockwise rocked position. When the car starts in the down direction, these brush contact pieces must reverse, that is, rock into aclockwise position. In theevent that any of the brush contact pieces are caught in any manner, their reversal is permitted by slots 287 and springs 290.

The distance between the various stopping collars 261 is adjusted for the particular installation to correspond to the desired stopping distance from the floors, the insulating bars 265 being adjusted onstandards 150 and 151, by means of collars 266, to correspond. The leads (not shown) for the pawl magnet 

